Combined manifold and humidified-air-injecting device for internal-combustion engines.



P ORANGE. 4n HUMHNI'IED AIR INIECTING DEVICE GOMEHNED MANIFOLD Ar FOR INTERNAL COMBUSTION ENGINES. APPLICATlON HLED APR :1, 19H" Patented Mar 12,. 191.8.

- municating with the surroun PATENT oFFIo COMBINED MANIFOLD AND PETER omen, on NEW YORK, n. Y.

HUMIDIFIED-AIB-INJECTING nnvron ron rn'rnnnnn- COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Mar. 12, 1918.

Application filed April 11, 1917. Serial No. 161,31

To all whom it may concern:

Be it known that I, PETER ORANGE, a citizen of the Provisional Government of Bussia, and a resident of New Yorkcity, in the county of New York and State of New York, have invented certain new and useful Impirovements in Combined Manifold and umidified-Air-Injeoting Devices for Internal-GombustionEngines, of which the following is a specification.

The object of this inventioniis to combine into one piece of apparatus, the intake and exhaust manifolds of an internal-combustion engine and a. humidified-air in'ecting device, the latter consisting substantia y of a closed water reservoir into which di s a pipe coming' air, while another pipe connects the space above the water levelin the reservoir with the fue1- supply passage of the manifold.

A further object of this invention is to so arrange. the combined manifold and moistair injector that the exhaust gases not only heat the fuel supply passages, thereby preventing condensation in the manifold and completing the vaporization of the gas-mil;- ture, but also heat the water-reservoir of the injector, thus causing the generation of water-vapor in the reservoir and warming the air drawnthrough the apparatus.

A compact a paratus combining both manifolds with t e injecting device is applicable only to. engines in which the intake and exhaust ports are situated together on the same side of the machine. When the intake ports are on one side and the exhaust ports on the other side of the engine, it is the object of the present invention to combine the injecting apparatus into one with the exhaust manifold and to connect it by a pipe with the intake manifold.

A number of patents have been. granted on combination manifolds, in which the exhaust gases aremade to heat the incoming fuelgas supply by means of the heated dividing walls between the intake and exhaust passages. .While some of these combmations have shown considerable fuel economy, they possess no provision for avoiding carbonizetion,.and the present invention-1s to remedy this defect, thereby still further increasing the efficiency. For this purpose, the suction of'the engine is caused to draw air through a body of heated water,

designed thereby saturating it with moisture which, upon reaching the combustion chamber of the eng1ne',' is by the heat of the explosion converted into steam, thereby decarbonizi'ng the workin parts of the engine and preventing the formation of new deposits.

The construction of the improved a paratus will be understood from the fa owing description, reference being had to the accompanying drawings in which- 4 Figure i is a lateral cross-section of the combined intake and exhaust manifold and moist-air injecting device, this section being taken on the lin 1 1 of Fig. 4.

Fig. 2 is a lateral cross-'secti nftakcn at thecenter of one of the exhaust ports, line 2-2 of Fig. 4:.

Fig. 3'is a lateral cross-section taken at the center of one. of the intake orts, line 3 -3 of Fig. 4:, showing a modifi construe tIOII Of the injecting apparatus.

F 1g. a is a longitudinal cross-section of the combined manifold and moisture. injector shown in Fig. 1, the left-hand portion of this section being along the line 4-4 of. Fig. 1, and the right-hand portion along the line 5-5 of Fig. 1; a

Fig. 5 is a top-view, partly in cross-sec- I tion, of the combmed manifold and moisture injector, the section at the left beingtaken along the line 6-6 of Fig. 4E, and the section to the right along the line 7-7 of Fig. 1,

Referrlng to Figs. 1 to 5, A. is the'fuelintake passage and B the exhaust passage of an internal-combustion engine. These two passages are combined into a commonmanifold casting with which is also incorporated the water-reservoir C Thearrangernent or the dividing walls of the manifold casting is shown in Figs. 4 and 5, from which it is seenthat the exhaust gases are made to fol};

low a. wave-like path aroundthe bers designed tofit-.npm-;theiji1ta the engine I g i supposed to have two intake'fports and four exhaust orts, the intake'o ning's D fit upon the former and the ex aust' openings i upon the latter. A cross-seotion throuh one lport-charm e ports of of the exhaust port-openings E, ta on at 2-2 in Fig. 4, is showngln-Fig. 2 and a cross-section through one of the mtalie ortopenings D, takcnat 3--3 in Fig. 4, is in Fig. 3. From Figs. 1, 2 and3, it is also seen that the'o'u'tside wall of the exhaust whioh,-'oaseg.illustrated, is

passage forms part of the wall of the waterreservoir, thereby hcatingthe water and vaporizing a portion of it.

Into the top of the watcrreservoir C is inserted a vertical pipe F open to the atmospherc on top and made of such length as to reach almost to the bottom of the reservoir, the lower end of this pipe F being provided with a fine-meshed screen G attached to the pipe by means of a screw-collar ll or some similar device. Into the bottom of the reservoir C, in line with the fuel inlet'arm I of the manifold, is inserted a second vertical pipe J, the latter being made of such length as to reach almost to the closed top of the reservoir. The lower end of pipe J is fitted with a pipe-union K by means of which pipe-"J is joined to a T- connection of ahorizontal pipe L, which in tnrnis inserted into the fuel-supply passageof the'manifold near its junction with the inlet arm I. Between its junction with the pipe J and its attachment to the manifold, a stop-cock M or other flow-controlling device is inserted intopipe J, so that the passage into themanifold canbe partly or entirely closed up, if desired' To prevent the water-reservoir from being filled uptoo high, a stop-cock N-is placed at the proper level, this stop-cock to be opened when replenishing the water so as to-indicate when too much water has entered the reservoir, and to be closed after all surplus waterhas escaped. Another stop-cock P is placed at the bottom of the water tank to enable the cleaning-out of the latter.

The operation of the-device is as follows: Upon starting the engine, fuel-gas is sucked into the cylinders through the intake ports D, the exhaust gases being expelled through the ports E into the passages B, there y heating the walls of the manifold. When the stop-cock M is open, the suction of the engine, acting through pipes L and J, creates vacuum, above the water-level in the reservoir C, thus causing air to be forced into the pipe F, expellin the water contained in the lower part 0 this pipe. After having passed through the fine-meshed screen G at the end of pipe F, whereby it is thoroughly broken up, the air rises through the water on the outside of pipe F and reaches the vacuum above "the water level whence it is sucked, together with the vapor produced by heatin the water, into pipe J and finall passes t rough pipe L into. the manifo d. By its assage through the heated water, the air is thoroughly saturated with water-vapor and moisture, which upon reaching the combustion chambers is transformed into steam, the action of the latter being to loosen any CilIbflIl-(lQPOSlES which .may have formed on the combustion chamber and cylinder walls,'piston heads, or spark-plugs, and

which air can enter into chamber F; otherwise, the construction and operation of the devioeis identical with the former arrangement, except that the stop-cock M in pipe L is replaced by a valve Q, inserted from the top of the reservoir and controlling the opening of Eh'amber J. Instead of casting the chambcrsF' and J in thejo-rm of pi es as shown, they may be made of rectangu a1- or any other convenient cross-section. Furthermore, the relative position of the pipes F and J, or chambers F and J, may be varied from that shown in Figs. 1 and 3; thus, instead of placing one in front of the other, they may be arranged side by side, and instead ofplacing ipeF, or chamber F, in the middle of t e tank, it may be placed at one end, thereby increasing the length of the air-path.

aving thus described my invention, 1. make the following claims: v

1. The combination, with the exhaust manifold of an internal-combustion engine. at a fuel supply manifold having ports 10- cated between the difierent ports of the exhaust manifold, the fuel intake and exhaust passages of said manifold being interlinked with one another; and of a closed water reservoir having one of its walls in common with the exhaust passage of said manifold; the said water reservoir containing one chamber communicating with the atmosphere and extending to within a small dist'ance from the bottom of the reservoir, and

another chamber connecting the space above the water level in the said reservoir with the fuel supply passage of the manifold, the latter chamber havin a controllable injecgor-connection with t e fuel supply maniold.

2. The combination, with the exhaust manifold of an internal-combustion engine,

, of a fuel-supply manifold having ports 10- 3 rap the top of tho reservoir, its upper end boing well above the water-level and its lower end being connected to a horizontal pipe, C(Jl11 n'lunir-util'lg with the fuel supply Filming: of tho Inmlifold, :1 flow-c n1trolli11g device w- 111g inserted in the said horizontal. comm-L- ing pipe.

3. The combination, with tho oxlnun;

'manii'old of an internalconlbustioll ong'inu,

of a water reservoir having one. of its walls in common with tho oxlnmst passage of said nmnifohl; the said Water reservoir having :1 chamber oomnnlnivming with tho almosphere and extending to within a small (lit:-

PETER ORANGE.

\Vitnosses ALFnrn bl. lVmmm, FRANK B. COOPER. 

